Aircraft CRT Projector Retrofits

In the late 1970s and early 1980s,
CRT-based projectors began to appear
on newer wide-body aircraft, such as
the Boeing 767. These used LaserDiscs
or videocassettes for playback. Some
airlines upgraded the old film IFE systems to the CRT-based systems in
the late 1980s and early 1990s on
some of their older wide-bodies. In
1985, Avicom introduced the first
audio player system, based on the
Philips Tape Cassette technology. Around the same time, CRT-based
displays began to appear over the
aisles of narrow-body and wide-body
aircraft.

In-flight Entertainment System

In the world of Aircraft Interiors, IFE
and Connectivity go hand in hand with
seats and interiors design, but in its
own right, is a rapidly growing market
segment. In 2010, connectivity will be
a growth business as will be the delivery of in-seat embedded
(portable-based) IFE and associated
in-seat power. This area is probably
the growth area of portable IFE. The manufacturers' holy grail is
Exceptional Reliability combined with
exceptionally low weight. A typical
installation with a high level of
functionality will weigh less than five
pounds per seat even when all cabling, distribution, headend
equipment and kits are accounted for.
That means there will be more capacity
for passengers, cargo and fuel, to
ensure high levels of operational
efficiency. Optimized configurations can be even lower in weight. Seatback units that are not portable,
but stand-alone distributed content
systems (the seat hardware is hard
disk based with content at each seat)
are also in development, using fibre
optics that are already in the aircraft for broadcast solutions like map
features and content updates.

Integrated Primary Flight Display (IPFD)

Integrated Primary Flight Display (IPFD) is Honeywell’s Synthetic Vision System (SVS) ― a new product that will be offered on multiple platforms for business jets. IPFD uses cues that pilots already understand to provide them with a VFR visual environment regardless of the time of day or weather conditions.

The integrated primary flight display uses Honeywell’s industry-leading Enhanced Ground Proximity Warning System (EGPWS) database and our advanced Head-Up Display (HUD) symbology. Combined, they give pilots an unprecedented, coherent, and continuous window of situational awareness of their flight path, terrain, and navigational environment.

The IPFD synthesizes key information for the pilot and delivers it in an easy way that is:

Ambient – The pilot makes no special effort to gather data

Natural – The pilot makes no special effort to interpret the data

Continuous – The pilot makes no special effort to update the data

CAR QUESTION BANK

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Instructions For 2011 AME Licence Examination

Instruction For AME LICENCE examination 2011 February Section

ILS (Instrument Landing System)

An instrument landing system (ILS) is a ground-based instrument approach system that provides precision guidance to an aircraft approaching and landing on a runway, using a combination of radio signals and, in many cases, high-intensity lighting arrays to enable a safe landing during instrument meteorological conditions (IMC), such as low ceilings or reduced visibility due to fog, rain, or blowing snow.

Instrument approach procedure charts (or approach plates) are published for each ILS approach, providing pilots with the needed information to fly an ILS approach during instrument flight rules (IFR) operations, including the radio frequencies used by the ILS components or navaids and the minimum visibility requirements prescribed for the specific approach.

Radio-navigation aids must keep a certain degree of accuracy (set by international standards of CAST/ICAO); to assure this is the case, flight inspection organizations periodically check critical parameters with properly equipped aircraft to calibrate and certify ILS precision.

EASA LICENCES FOR NON-EASA member Country aircraft engineers

Excerpt from UK-CAA ELGD A7

NON-EASA AIRCRAFT ENGINEERS
A9.2 Category B1

EASA do not recognise licences and
qualifications gained outside of the
EASA Member States, including
qualifications gained from JAR/
Part-145 organisations outside of the
EU Member States, where approval has been given based upon local
requirements, which may differ
markedly from those of the UK. This
also includes JAR/Part-145 approvals
issued by the UK CM.

Continued Airworthiness Requirement - M

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